US4228694A - Shift means for a multi-shaft sliding gear - Google Patents

Shift means for a multi-shaft sliding gear Download PDF

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Publication number
US4228694A
US4228694A US06/011,516 US1151679A US4228694A US 4228694 A US4228694 A US 4228694A US 1151679 A US1151679 A US 1151679A US 4228694 A US4228694 A US 4228694A
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United States
Prior art keywords
sliding gear
servo
shift means
means according
cam
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Expired - Lifetime
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US06/011,516
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English (en)
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Hans H. Adam
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Friedrich Deckel AG
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Friedrich Deckel AG
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
    • F16H3/20—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear
    • F16H3/22—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially using gears that can be moved out of gear with gears shiftable only axially
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/304—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by electrical or magnetic force
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/304—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by electrical or magnetic force
    • F16H2063/3056—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by electrical or magnetic force using cam or crank gearing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/08—Multiple final output mechanisms being moved by a single common final actuating mechanism
    • F16H63/16—Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism
    • F16H63/18—Multiple final output mechanisms being moved by a single common final actuating mechanism the final output mechanisms being successively actuated by progressive movement of the final actuating mechanism the final actuating mechanism comprising cams
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19219—Interchangeably locked
    • Y10T74/19251—Control mechanism
    • Y10T74/19279—Cam operated
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19219—Interchangeably locked
    • Y10T74/19293—Longitudinally slidable
    • Y10T74/19298—Multiple spur gears
    • Y10T74/19307—Selective
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T74/00—Machine element or mechanism
    • Y10T74/19—Gearing
    • Y10T74/19219—Interchangeably locked
    • Y10T74/19293—Longitudinally slidable
    • Y10T74/19298—Multiple spur gears
    • Y10T74/19316—Progressive

Definitions

  • the invention relates to a shift means for a multi-shaft sliding gear having a plurality of sliding gear blocks displaceable in the axial direction, each one of which is connected, by way of a mechanical transmission means, to a separate electric servo-drive.
  • Shift means of the above stated kind are known wherein the servo-drives are pneumatic or hydraulic operating cylinders. Particularly in those cases where each sliding gear block can occupy more than two positions, the design and fitting of such a means are very complicated and therefore very expensive. Since each pneumatic or hydraulic operating cylinder can occupy only two specific positions and can therefore bring the sliding gear blocks into only two positions, a further operating cylinder has to be provided for each of the additional positions of the sliding gear blocks.
  • the object of the present invention is to provide a shift means of the initially stated kind which is simple in construction and inexpensive to produce, and which requires little space.
  • each servo-drive comprises an electric servo-motor equipped with a gear reduction unit and a planar cam drive which is arranged between said servo-motor and the transmission means and has a swinging output lever, the two end positions of the output lever corresponding to the end positions of the sliding gear block.
  • Electric servo-motors are among the very simplest of servo-drives. Since they are used in large numbers in other technical fields (e.g. as windshield-wiper motors in automobiles), they have been very fully developed and are inexpensive.
  • the gear reduction unit connected downstream increases the resolution of the entire servo-drive in relation to gear reduction and, on the other hand, also permits the use of small motors having relatively low torque, so that the space required for accommodating the entire unit can be kept small.
  • a further advantage over pneumatic and hydraulic drives, in particular, is that electric servo-motors are able to occupy not just two specific shift positions, but any required number of readily reached intermediate positions.
  • cam drive By means of the cam drive the rotary movement of the electric servo-motor is converted into a reciprocatory movement as finally needed for displacing the sliding gear blocks.
  • a cam drive also represents a simple and inexpensive component which occupies little space.
  • the cam drive comprises a cam disc having a closed control curve.
  • a servo-motor having only one direction of rotation, which motor can be held in a very simple manner particularly at its control part.
  • any position of the shift means can be approached in one direction of rotation, since all the shift positions are periodically repeated during one revolution of the cam disc.
  • a cam disc for the purpose of displacing a sliding gear block having two shift positions, use can be made of a cam disc, the control curve of which takes the form of a solid body or triangular eccentric.
  • the cam disc has an open control curve, and the servo-motor must then be designed to move to the right and to the left.
  • control curves each have, in the zones corresponding to an engagement position of the sliding gear blocks, portions which extend at least substantially concentrically in relation to the axis of rotation of the cam disc.
  • the angular position of the output lever does not change in these zones even when the cam disc still rotates to a slight extent. In this way it becomes possible to dispense with a precise and angularly accurate stoppage of the servo-motor in its shift positions, since small inaccuracies in the angular position of the cam disc in the zone of the shift position do not affect the angular position of the output lever.
  • the cam disc can be provided with a control curve in the form of a channel in which a guide shaft or the like, arranged on the output lever, is guided on a shape-locking basis, or the cam disc may have a peripheral shape which forms the control curve and against which a guide roller arranged on the output shaft bears in a mechanically positive manner.
  • a planar crank drive with a swinging output lever is arranged between the electric servo-motor, provided with a reduction gear, and the transmission means, the two end positions of the sliding gear block corresponding to the end positions of the output lever.
  • the crank drive is preferably designed as a crank oscillator which comes to a stop approximately in the zone of the end positions of the output lever.
  • the servo-motors are controlled by a manually operated preselection switch for feeding in the required values, by cam discs which are each driven by the servo-motor itself and signal particular actual positions of the sliding gear blocks by way of limit switches, and by a comparator for comparing the required and actual positions and for switching off the servo-motors when the preselected gear position is reached.
  • FIG. 1 illustrates a multi-stage shift gear with three sliding gear blocks and three servo-drives
  • FIG. 2 diagrammatically illustrates a cross section taken along the line II--II of FIG. 1;
  • FIGS. 3a through 3c illustrate a cam disc as in FIG. 2 and in various positions
  • FIG. 4 illustrates a cam disc having an open control curve
  • FIG. 5 diagrammatically illustrates a cam disc having a peripheral shape forming a control curve
  • FIG. 6 illustrates a servo-drive designed as a crank oscillator
  • FIG. 7 shows a circuit diagram relating to the control of a shift gear as illustrated in FIG. 1;
  • FIG. 8 is a more detailed schematical circuit diagram for the comparator circuit shown in FIG. 7.
  • the shift gear shown in FIG. 1 comprises a housing 2 having a plurality of weblike walls 4, two gear shafts 6 and 8, as well as gears mounted on the gear shafts.
  • the gears 10 are fixedly secured on the gear shaft 6, whereas the gears associated with the gear shaft 8 are assembled to form sliding gear blocks 12, 14, 16, which can be axially displaced on this gear shaft, but are connected to the shaft so as to rotate therewith, as by a splined connection.
  • each of the sliding gear blocks can be brought into engagement with different gears 10 on the shaft 6, and various transmission ratios can thus be established.
  • crank arms 24, 26 and 28 are each secured to a spindle 30, 32 and 34 respectively.
  • actuating levers 36, 38 and 40 Arranged at the ends of the spindles 30, 32 and 34 remote from the crank arms 24, 26 and 28 are actuating levers 36, 38 and 40 which can be displaced directly or indirectly by the servo-drives.
  • Each of the servo-drives is formed by an electric motor 42, 44 and 46, to the output of which is connected a gear reduction unit 48, 50 and 52, respectively.
  • the reduction gears in the gear reduction units have a reduction ratio of 40:1, for example, so that the resolution of the servo-drive, i.e. the precision of the angular position of the electric motors is improved 40 times.
  • cam discs 54, 56 and 58 Secured to the output shaft of the gear reduction units are cam discs 54, 56 and 58 which are rotated by the electric motors.
  • the cam discs 54, 56 and 58 are provided respectively with control curves 60, 62 and 64 each in the form of a channel.
  • Guided in the control curve 60 is a guide roller 68, secured to an auxiliary lever 66, so that this lever, upon rotation of the cam disc 54 through a certain angular range, is reciprocated about a pivot shaft 70.
  • the actuating lever 36 is linked to the auxiliary lever to turn about the point 72.
  • the actuating levers 38 and 40 are connected by way of guide rollers 74 and 76 received in control channels 62, 64, respectively, directly to the cam discs 56 and 58 and are moved by these in their pivotal zone about the pivot shafts 78 and 80.
  • each gear reduction unit 48, 50 and 52 and the corresponding cam discs 54, 56 and 58 Arranged between each gear reduction unit 48, 50 and 52 and the corresponding cam discs 54, 56 and 58 are discs 55, 57 and 59 respectively, each having a cam 61 and communicating the actual position of the discs 54, 56 and 58 to the control system for the shift means, as will be described in greater detail below.
  • the cams 61 each actuate a limit switch, only one of which, switch 63, is shown for the sake of greater clarity.
  • the sliding gear block 12 is a double block which can occupy two effective positions; the sliding gear blocks 14 and 16 are triple blocks each having three effective positions.
  • the control curve or channel 64 of the cam disc 58 is substantially heart-shaped for example (FIGS. 3a through 3c). This results in four curved portions A, B, C and D, each of which is concentric to the central pivot axis Z of the cam disc.
  • the guide roller 76 is in one of these curve portions, small angular displacements of the cam disc do not cause any change in the angular position of the actuating lever 40, so that the positioning precision of normal electric motors, particularly after a reduction of 40:1, is quite sufficient to obtain accurate positioning of the actuating lever and therefore of the sliding gear blocks.
  • the curved portion A is at the greatest radial distance from the central axis Z.
  • the actuating lever 40 deflects to its maximum extent in one direction, and the sliding gear block 16 occupies its leftmost end position.
  • the curved portion B corresponds to a median position, and the curved portion C to the rightmost end position of the sliding gear block 16.
  • the guide roller 76 moves into the curved portion D, which again corresponds to the median position of the sliding gear block 16 as in FIG. 3b.
  • cam discs 56 and 54 differ from the abovedescribed arrangement only as regards the placement of the actuating lever, so that they do not need to be described in detail.
  • a cam disc with three shift positions corresponding to the cam discs 62 and 64 was likewise selected for controlling the double block 10, the zones B and D then performing no function.
  • FIG. 4 shows a cam disc 84 with an open control curve 86.
  • This is made up of three portions E, F and G, which are likewise each disposed concentrically in relation to the central axis of rotation Z of the cam disc 86.
  • the portion E corresponds to one of the end positions, the portion F to the median position, and the portion G to the other end position of a sliding gear block controlled by this cam disc.
  • the electric motor must be reversible so as to return, for example, from portion G to portion E.
  • FIG. 5 illustrates diagrammatically a cam disc 88, the periphery of which forms a control curve 90.
  • the actuating lever 94 pivotally mounted at 92, carries at its free end a guide roller 96 which bears on the control curve 90.
  • a spring 98 provides the necessary pressure.
  • the cam disc 88 is in the form of a solid body or triangular eccentric.
  • Each of the curved portions H and J are again concentric with the axis of rotation Z of the cam disc and ensure that the shift means is to some extent insensitive to small inaccuracies in the angular position of the cam disc.
  • the portions K are simply connecting zones between the portions H and J, and they perform no shift function.
  • a cam disc as shown in FIG. 5 is used primarily for controlling a double block, and the positions of the cam disc 88 and of the actuating lever 94 that are shown in solid and broken lines represent the two shift positions.
  • FIG. 6 illustrates a further embodiment wherein the crank drive is designed as a crank oscillator.
  • the crank oscillator 100 carries a guide piece 102 which is mounted to rotate thereon and in which the guide lever 104 can be displaced and guided.
  • the actuating lever 104 is swung about its pivot axle 106 between the end position shown as a solid line and that shown as a broken line.
  • the pivoting movement of the actuating lever comes almost to a stop so that a small inaccuracy in the angular position of the crank disc does not result in any substantial change in the angular position of the actuating lever and therefore in the position of the sliding gear block connected thereto.
  • This arrangement is also eminently suitable for double blocks, since the median positions of the actuating lever 104 (dash-dot line) are not rest positions, but on the contrary are very sensitive to positional inaccuracies.
  • FIG. 7 shows a block diagram for the control of the gear shift system in accordance with the invention.
  • a preselection switch 110 serves for selecting the required gear, the gears being numbered from 1 upwards, for example, or being indicated as speeds of revolution.
  • the electric motors 114 After a switch 112 has been actuated, the electric motors 114, only one of which is illustrated, move into their positions indicated by the position of the preselection switch.
  • a cam disc 116 driven by the electric motor, actuates the limit switch 118.
  • the electric motors 114 are switched off.
  • the entire unit 122 containing the electric motors 114, the cam disc 116 and the limit switches 118, is illustrated only at one point, but one such unit is provided for each gear slide block.
  • the electric motors 42, 44, 46 each correspond to the motors shown in FIG. 1 and to the single motor 114 shown in FIG. 7.
  • the preselector switch 110 can assume in this circuit 18 switching positions.
  • the switch contacts are connected to the lines 1' to 18', which lines are connected to control lines 131, 132, 133 for the motor 46, control lines 134, 135, 136 for the motor 44 and control lines 137, 148 for the motor 42 and are further connected to these lines according to a certain scheme, as will be discussed later.
  • the control lines 131 to 138 are each connected to inverters 139 to 146, respectively, the output lines 147 to 154 of which are each connected to the respective one of the exclusive OR gates 155 to 162.
  • the lines 163 to 170 are each connected to the respective one of the exclusive OR gates and to the limit switches 171 to 178.
  • the output lines of the exclusive OR gates 155 to 157 are connected to the OR gate 179, the output lines of the exclusive OR gates 158 to 160 to the OR gate 180 and the output lines of the exclusive OR gates 161, 162 are connected to the OR gate 181.
  • Output amplifiers 185 to 187 are connected between the OR gates 179 to 181, respectively, and the motors 46, 44, 42.
  • the preselector switch 110 and the limit switches 171 to 178 are each connected to a negative pole of d.c. source or ground.
  • the control lines 131 to 138 are each connected through resistors 182 to a positive pole of a d.c. source.
  • the lines 163 to 170 which are each connected to the inverters 155 to 162 are also connected through resistors 183 to the positive pole of the d.c. source.
  • connection between the lines 1' to 18' and the control lines 131 to 138 are each created through diodes (for example the diode 184), each of which conducts only in the direction from the control lines to the lines 1' to 18'. In this manner it is possible to electrically isolate the control lines of the electric motors from the lines 1' to 18'.
  • diodes for example the diode 184
  • FIG. 8 certain diodes have been illustrated in FIG. 8; the other diodes are schematically illustrated as enlarged dots, some of which are identified by the reference 184'.
  • the control lines 131 to 138 and the lines 163 to 170 can assume two voltage conditions, namely they can be a HI voltage (H) or a LO voltage (L), depending on whether or not they are connected to the negative pole of the d.c. source. If, for example, the lines 163 to 170 are connected to ground through closed limit switches 171 to 178, the voltage on lines 131 to 138 will be LO.
  • H HI voltage
  • L LO voltage
  • the control line 132 is connected through the diode 184 and the preselector switch 110 to the negative pole and the line 132 assumes the LO condition schematically illustrated in FIG. 8 by the character L.
  • the control lines 131 and 133 are in the HI condition schematically illustrated by the character H.
  • the LO condition is then applied to the input of the inverter 140 which converts the LO condition into a HI condition at its output.
  • a HI condition is applied to the inputs of the inverters 139, 141 and converted to a LO condition at their outputs.
  • the lines 163 to 165 are each in the LO condition when the limit switches 171 to 173 are each closed, so that equal inputs are applied to the terminals of the exclusive OR gates 155 and 157 and thus a LO condition exists at the output of the gates 155 and 157; HI and LO conditions are applied to the input terminals of the exclusive OR gate 156, when the limit switch 172 is closed, so that its output becomes HI.
  • Unequal inputs to the OR gate 179 results in a HI condition at its output, which initiates an operation of the motor 46.
  • the motor 44 stops in its central position, which corresponds with the center limit switch 175, the motor 42 in the rightmost positon which corresponds with the limit switch 178.
  • the motor 46 will operate until the opening of the limit switch 171
  • the motor 44 will operate until the opening of the limit switch 176
  • the motor 42 will operate until the opening of the limit switch 177, each of which corresponds with the left limit position of the motor 46 and the therewith connected sliding gear block 16, the right limit position of the motor 44 with the therewith connected sliding gear block 14 and the left limit position of the motor 42 with the therewith connected sliding gear block 12.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Gear-Shifting Mechanisms (AREA)
  • Transmission Devices (AREA)
US06/011,516 1978-02-17 1979-02-12 Shift means for a multi-shaft sliding gear Expired - Lifetime US4228694A (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE2806904 1978-02-17
DE2806904A DE2806904C2 (de) 1978-02-17 1978-02-17 Schalteinrichtung für ein Mehrwellen- Schieberadgetriebe

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US4228694A true US4228694A (en) 1980-10-21

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US06/011,516 Expired - Lifetime US4228694A (en) 1978-02-17 1979-02-12 Shift means for a multi-shaft sliding gear

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US (1) US4228694A (enrdf_load_stackoverflow)
AT (1) AT375747B (enrdf_load_stackoverflow)
CH (1) CH634391A5 (enrdf_load_stackoverflow)
DE (1) DE2806904C2 (enrdf_load_stackoverflow)
ES (1) ES477508A1 (enrdf_load_stackoverflow)
FR (1) FR2417688A1 (enrdf_load_stackoverflow)
GB (1) GB2015094B (enrdf_load_stackoverflow)
IT (1) IT1114547B (enrdf_load_stackoverflow)

Cited By (4)

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Publication number Priority date Publication date Assignee Title
US4463622A (en) * 1980-01-11 1984-08-07 Deere & Company Transmission and reverse gear synchronizing therefor
US4543840A (en) * 1982-09-27 1985-10-01 Maxwell Jerrold F Transmission apparatus
US4891999A (en) * 1988-09-19 1990-01-09 J. I. Case Company Shift control system for a hydromechanical tractor transmission
US20050241422A1 (en) * 2002-07-05 2005-11-03 Gerhard Fuhrer Gearshift device

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Publication number Priority date Publication date Assignee Title
DE3016324C2 (de) * 1980-04-28 1984-02-23 Maschinenfabrik Mikron AG, 2501 Bienne Schaltvorrichtung zur Erzeugung einer hin- und hergehenden Schaltbewegung
FR2511107A1 (fr) * 1981-08-07 1983-02-11 Cef Centre Etd Fraisage Dispositif de commande de changement de vitesse de boite a engrenages
US4550625A (en) * 1982-09-27 1985-11-05 Eaton Corporation Electrically controlled shift actuator
US4817468A (en) * 1987-06-18 1989-04-04 Ap Aero, Inc Electric shift apparatus for manual transmission
DE4105157C2 (de) * 1990-07-21 2003-05-15 Ina Schaeffler Kg Schaltvorrichtung
EP0481168A1 (de) * 1990-07-21 1992-04-22 INA Wälzlager Schaeffler KG Schaltvorrichtung
DE4441967A1 (de) * 1994-11-25 1996-05-30 Porsche Ag Schaltvorrichtung für mehrgängiges Wechselgetriebe
DE19911274A1 (de) * 1999-03-13 2000-09-21 Bosch Gmbh Robert Betätigungsvorrichtung für ein mehrgängiges Schaltgetriebe eines Kraftfahrzeuges
DE19920440C2 (de) * 1999-05-04 2002-01-31 Getrag Getriebe Zahnrad Schaltwalzen-betätigtes Kraftfahrzeug-Stufengetriebe
DE102007038553A1 (de) * 2007-08-16 2009-04-02 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Gangwechselvorrichtung für ein Fahrzeuggetriebe
DE102023110055A1 (de) * 2023-04-20 2024-10-24 Knorr-Bremse Systeme für Nutzfahrzeuge GmbH Umschalter zur Kopplung von Schaltwellen
DE102024101285B4 (de) * 2024-01-17 2025-08-14 Schaeffler Technologies AG & Co. KG Betätigungsaktuator mit weg-abhängig variablem Betätigungsgetriebe

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US3110880A (en) * 1958-04-10 1963-11-12 Gamewell Co Traffic actuated cycle lengths selector apparatus
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US3677104A (en) * 1969-10-07 1972-07-18 Aisin Seiki Speed change mechanism

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GB600345A (en) * 1944-12-22 1948-04-06 Genevoise Instr Physique Improvements in and relating to telecontrol mechanisms for the feed and rotation speeds of drilling, boring or other machine-tool spindles
DE1764029U (de) * 1958-02-01 1958-03-27 Heinkel Ag Ernst Elektromagnetische getriebeschaltung.
DE1130711B (de) * 1958-05-29 1962-05-30 Daimler Benz Ag Elektrische Schaltvorrichtung fuer Geschwindigkeitswechselgetriebe, insbesondere vonKraftfahrzeugen
AT262791B (de) * 1965-11-25 1968-06-25 Intomatic Basel Ag Durch Elektromotor angetriebene Schaltvorrichtung für synchronisierte Mehrstufengetriebe von Kraftfahrzeugen

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US3280651A (en) * 1966-10-25 hermann
US2755679A (en) * 1952-11-18 1956-07-24 Daimler Benz Ag Controlling means for a speed change transmission
US3110880A (en) * 1958-04-10 1963-11-12 Gamewell Co Traffic actuated cycle lengths selector apparatus
US3677104A (en) * 1969-10-07 1972-07-18 Aisin Seiki Speed change mechanism

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4463622A (en) * 1980-01-11 1984-08-07 Deere & Company Transmission and reverse gear synchronizing therefor
US4543840A (en) * 1982-09-27 1985-10-01 Maxwell Jerrold F Transmission apparatus
US4891999A (en) * 1988-09-19 1990-01-09 J. I. Case Company Shift control system for a hydromechanical tractor transmission
US20050241422A1 (en) * 2002-07-05 2005-11-03 Gerhard Fuhrer Gearshift device
US7216560B2 (en) 2002-07-05 2007-05-15 Zf Friedrichshafen Ag Gearshift device

Also Published As

Publication number Publication date
ES477508A1 (es) 1979-06-01
IT1114547B (it) 1986-01-27
FR2417688B1 (enrdf_load_stackoverflow) 1984-11-30
FR2417688A1 (fr) 1979-09-14
ATA889678A (de) 1984-01-15
AT375747B (de) 1984-09-10
DE2806904C2 (de) 1982-05-19
CH634391A5 (de) 1983-01-31
DE2806904A1 (de) 1979-08-23
IT7947934A0 (it) 1979-02-07
GB2015094A (en) 1979-09-05
GB2015094B (en) 1982-10-27

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